Intake manifold for internal combustion engines



April 30, 1940. J. A. H. BARKEIJ 2,199,276

INTAKE MANIFOLD FOR INTERNAL COMBUSTION ENGINES Filed Feb. 21, 1938 2Sheets-Sheet 1 FIG. 2.

FIG.4-.

INVENTOK April 1940. J. A. H. BARKEIJ 2.199.276

INTAKE MANIFOLD FOR INTERNAL COMBUSTION ENGINES Filed Feb. 21, 1938 2Sheets-Sheet 2 INVENTOR.

Patented, Apr. 30, 1940 UNITED STATES INTAKE MANIFOLD FOB INTERNALCOMBUSTION ENGINES Jean A. H. Barkeij, Altadena, Calif allignor to F. A.H. Barkeij, m, Java. Dutch Ealt Indies Application February 21, 1938,Serial No.

1 our. (01. 123-52) The present application is a continuation in part ofmy application No. 632,006 of Sept '1, 1932,

and of my application No. 702,970 of Dec. 18, 1933.-

My invention relates more particularly to gas 5 distribution systems foreight cylinder engines of the straight type and the V type.

The standard straight eight cylinder type, in whichthe cylinders I, 2,I, 8 form one group of cylinders having equal suction intervals of 180,

and the cylinders 3, l, 5, 6 form the other group of four cylindershavin equal intervals, have their valves arranged in line either on oneside of the engine when the so-called L-head construction is used'orhave their valves arranged in a single line in the head. In eitherarrangement the branches of the inlet manifolds, connected to each groupof said four cylinders, for the group of cylinders I, 2, I, 8 areconsiderabLv longer than for the inlet manifold for the intermediategroup of four cylinders, 3, 4, 5, 8.

In the second place even if they are made of equal length, the shape ofone manifold is always different from that of the other;

Besides attaching both manifolds to the same side of the engine togetherwith the exhaust manifolding brings a lot of piping all on one side ofthe engine.

Having further all the exhaust valves and exhaust conduits on one sideof the engine, the engine heats up much more on one side than on theother side.

Applicant has therefore as one of his objects to arrange the exhaust andinlet valves intwo planes in the cylinders, each plane containing fourexhaust valves and four inlet valves, and to arrange the inlet andexhaust manifolds on opposite sides of the engine.

Another object is to arrange the manifolds so that the ends of the twoprimary branches of each manifold, connected with four cylinders havingsuction intervals of 180. are always connected to non-adjacentcylinders.

Another object is to applythe latter object also on a V-eight cylinderengine, obtaining thereby advantages which will be described inconnection with the description of said manifolding as shown in thedrawings.

Other objects appear during the description of the figures.

Figs. 1 and 3 represent diagrammatically the crankpin arrangements ontwo crankshafts with which are connected two manifoldirig structures asshown in Figs. 2 and 4 respectively for the straight eight cylinderengine.

Figs. 5 and 6 show two different crankpin arrangements for the V-eightcylinder engine and Figs. '1 and 8 show the manifolding connected withsuch a crankshaft.

Fig. 1 shows diagrammatically a crankpln ar- 5 rangement for a straighteight cylinder which effects a firing order in the eight cylinders ofFig. 2 as shown by the numbers inside the cylinders thereof. Only thenumbers inside the cylinders are considered in the description andclaims. 10

Fig. 2 shows two manifolds, each manifold being connected with fourcylinders having a firing or suction interval of 180. The lower manifoldhas ariser connected with a primary zone P having two primary branches,one A connected with the cylinders 8 and 6, and the other primary branchA connected with cylinders 2 and 4-. The upper manifold has two branchesconnected respectively with cylinders i and 3, and I and 5.

By placing these two manifolds on opposite 20 sides of the engine, sothat the inlet valves must be placed in two planes parallel to eachother, I effect the great advantage that I may construct both manifoldsof exactly the same form so that one may replace the other. Each of saidprimery branches having a secondary zone of distribution where each ofsaid branches splits into secondary branches.

In Fig. 3 I show diagrammatically another erankpin arrangement for astraight eight cylinder engine, which effects a firing order in theeight cylinders of Fig. 4 as shown by the numbers inside the cylindersthereof.

Fig. 4 shows again two manifolds, entirely separate from each other onopposite sides of the engine. One manifold having a riser and fuelmixing means therein leading to a primary zone P having a primary branchA leading to the non-adjacent cylinders 4 and 2, and another primarybranch leading to the non-adjacent cylinders 6 and-8. 'I'heothermanifold has a riser and carbureting means connected with a primary zoneof distribution 1, having a primary branch A leading to non-adjacentcylinders 5 and I and another primary branch A leading to nonadjacentcylinders l and 3. Each of said primarybranches having a secondary zoneof distribution where it splits itself into two secondary branchesleading to non-adjacent cylinders. It will be noted that in bothmanifolds the primary branches are connected to the same cylinders andthe primary branches are all connected-to non-adjacent cylinders orratherthe ends of each primary branch are connected to non-adjaeentcylinders in both types.

folds of the two straight eights, but the suction In Figs. 5 and 6 Ihave shown two cramrphi arrangements for a-V-eight cylinder engineeffecting a perfect dynamic balance of the recipro cating parts therein.The type shown in Fig. 6 has been used before-in the art, but the typeshown in Fig. 5 is new. The firing orders compatible with one type arenot the same as that of the other type. The crankpins I and 2, 3 and 4,5 and 3, I and! are aligned in said pairs having the connecting rodsside by side on said adjacent crankpins. The crankpins indicated by Iand 2 are located at the front end of the engine and correspond with thecylinders I and 2 of the engine, shown in horizontal section in Fig. 7.

Therefore when viewing the crankshaft of Fig. 5 from the front end. whenthe piston in cylinder I reaches its top position, piston 4 reaches topposition in cylinder 4, and the crankpins 3, 4 appear to the right ofcrankpins I and 2 as shown in Fig. 5.

In Fig. 7 the crankshaft of Fig. 5 effects the firing order 2, 5, 1, 4in one set of cylinders or one block of cylinders and I, 3, 6, I in theother block of cylinders. Comparing this with the straight eight enginesof Figs. 1 to 4 it appears that a perfect equivalence exists in thisrespect between the two.

Likewise here, one manifold has a primary zone P having a primary branchA connected with cylinders 2 and 8 and the other primary branch Aconnected with cylinders 4 and 8. The other manifold has a primary zoneP, having a primary branch A connected with nonadjacent cylinders I and5 and the other primary branch A connected with the cylinders 3 and 1.Likewise here as in the types of Figs. 1 to 4, each primary branch has asecondary zone of distribution where the primary branch splits itselfinto two secondary branches leading to non-adjacent cylinders.

The only difference between the gas distribution of the two manifolds ofFigs. 1 to 4 and that of Figs. 5 and '7 is this that in the first twotypes the successive suctions in the manifolds of Figs. 1 to 4 arenon-alternative from the primary zone of each manifold to the fourcylinders of each manifold. In Fig. '7, however, we obtain a differentgas distribution in the two manifolds. Upon accurate analysis of thesuction sequence taking place at the primary zone P it appears that thesuccessive suction periods at this zone proceed in non-alternative orderlike in the manisequence at the primary zone P is so that they arealternative in opposite directions. However, this diiference of gasdistribution in the two manifolds, is not objectionable, because thesuction periods overlap each other at the start and the end of eachperiod, when it lasts about 240 or more, about 60 degrees but the pistonin the other cylinder is always in the neighborhood of upper or bottomdead center position so that that piston has little speed and the gasesstreaming into one cylinder cannot be aided or hampered .very much bythe inertia of gases streaming in the same or opposite direction toanother cylinder. At the primary zone P the two suction periods going tocylinders I and S'do not assist each other because they are 360 apart,but are always somewhat opposed by the suction periods going to thecylinders 3 and 1 at the start and end of each single period. At theprimary zone P ..however, the suction periods going to cylinders 2 and 8assist each other overlapping 60 and are only slightly opposed at thestart and the end of the combined suction period by a suction periodending or starting towards the cylinders 4 and 6. Likewise the combinedsuction period in the same direction towards cylinders 4 and vii areonly slightly hampered at the start and end thereof by the end or startof the combined suction. period in the same direction towards cylinders2 and 3.

In Fig. 8 I have shown that the two manifolds can be connected with twoadjacent risers each provided with fuel mixing means or carburetingmeans and the same thing can be applied above the cylinders of thestraight eight by leading the risers of these two manifolds towards eachother.

In Figs. 7 and 8, the fuel mixing means in the two risers are arrangedside by side at the same level, leading to primary zones of distributionarranged side by side on the same level, so that the distances from theinlet openings of the two risers (which may have a common entry pipe fora choke-valve for starting purposes) to said primary zones are equal, orsubstantially equal.

From said primary zones the primary branches extend parallel to eachother up to the point where the secondary zones are located. The longersecondary branches, extending from said secondary zones, have to crossunder each other to reach the opposite cylinderblock.

These longer secondary branches of one manifold may both extend underthe longer secondary branches of the other manifold, or one longerbranch of one manifold may extend, at one side of the secondary zones,under the longer branch of the other manifold and the other longerbranch of the first manifold may extend, at one side of the othersecondary zone, above the longer branch of the other manifold. .This ismerely a matter of choice, provided the primary zones and primarybranches are arranged lengthwise each other and lengthwise the cylindersso that their axes substantially form straight lines parallel'to eachother.

In the straight eight engines, the same advantage is obtained if themanifolds are connected to non-adjacent cylinders. If the valves (inletand exhaust) were arranged in. a single line and the two manifoldsarranged on the same side, one has to curve around the other to reachthe cylinderblock. In order to obviate such a positive disadvantage, Iarrange the two manifolds on opposite sides of the engine, and theprimary zones and primary branches can be equally arranged parallel to.each other, their axes forming a straight line. Therefore the parallelbetween the specific inlet manifolds of the V-8 and the straight 8 isobvious. Only if the 2--42 crankshaft is used (standard type) and thevalves arranged in one plane, the inlet manifold for the cylinders 3, 4,5, 6 can be conveniently arranged inside the manifold for cylinders I,2, I, 8, and the present construction becomes somewhat superfluous,though it still would have other advantages. over the standard type.

The advantages of these double manifoldings. especially for the straighteight, resulting in substantially equal distances to the cylinders ofeach group to the cylinders thereof, are obvious and are new. in theart. These same distances, however, are unequal for the doublemanifolding oi the V-eight as clearly shown, but the V-eight being a farshorter and compacter engine, these differences are far less than theywould be in the straight eight using other manifold arrangements.

It is understood that these systems of manifolding can be equallyapplied on 12 and 16 cylinder V types, having cylinders arranged at anangle in v formation, and the cylinders divided in two groups ofcylinders having equal intervals between each group and alternating ornon-alternating firing between the two banks. One manifold must be thenconnected with every branch to non-adjacent cylinders and the branchesof the other manifold has to be connected with every branch tonon-adjacent cylinders. Or in other words the cylinders are grouped inpairs of cylinders, each pair being composed of two adjacent cylindersbut one cylinder of each pair being connected with one manifold, and theother cylinder of each pair being connected with the other manifold. Orin other words one inlet manifold is connected with cylinders having aneven number of firing, the other with an uneven.

Fig, 8 shows that such manifolds can be cast in a single cover orcoverplate fitting the two cylinderblocks cast integral between the Vformed by the divergently disposed cylinderblocks. The bottom orundersurface of this cover is made flat and the openings of the inletpassages in the cover meet the inlet passages to the cylinders of thetwo cylinderblocks cast integral in one block. This cover is, of course,removable, in order to approach the valve mechanism, disposed betweenthe cylinderblocks and actuated by a single camshaft, as is well knownin the art for an L-head construction for the V-type engine.

In this cover plate the two risers of the two manifolds are parallel toeach other, but one manifold is cast entirely below the other so thatthe branches of one manifold do not intertwine with those of the other.

I claim:

1. In a V-8 cylinder engine, having four inlet valves in one plane andfour inlet valves in another plane, each for a group of four cylindersarranged at 90 angle, a double and separate inlet manifold structure,each connecting with four inlet valves having a suction interval of 180,

1 said manifolds having each two primary branches and each primarybranch connected with the inlet valves to two non-adjacent cylinders,one of each group of four cylinders at 90, the ends of one primarybranch of one manifold being arranged over that of the other and eachmanifold having a riser and fuel mixing means therein, leading each to aprimary zone of distribution, said latter zones however arranged side byside in the same horizontal plane and parallel to each other in verticalparallel planes.

2. In a V-8 cylinder engine, having two cylinder blocks arranged at 90angle, having a crankshaft of which the crankpins are arranged at 90, sothat two adjacent cylinders at one end of one cylinder-block haveimmediately successive suction periods, a double and separate inletmanifold structure, each manifold connected with the two intermediatecylinders of one block and the two outer cylinders of the other block,each manifold having a riser leading to a primary zone of distribution,each riser having fuel mixing means at substantially the same heighttherein and in the same horizontal plane, said primary zones beingarranged side by side in the same horizontal plane so that the distancesfrom the fuel mixing means to said primary zones are the same, eachmanifold having two primary branches extending from said primary zonesin opposite direction therefrom, and parallel to each other in parallelvertical planes, each primary branch being connected to an intermediatecylinder in one block and an outer cylinder of the other block.

3. The combination of claim 2, in which the primary branches each leadto a secondary zone of distribution, each primary branch having a shortarm leading to an intermediate cylinder of one block and a long armleading to an outer cylinder of the other block, the said lattersecondary branches on the same side of said two primary zones beingarranged, however, one above the other.

4. In a V-8 cylinder engine, having two blocks of four cylindersarranged at 90, and having firing intervals of 90, two groups of 4cylinders having a suction interval of 180, one group of four cylindershaving fuel mixing means in a riser leading to a primary zone therein,having two primary branches extending therefrom in opposite directionlengthwise the engine, the

gas distribution in said manifold being unbalanced, the other group offour cylinders having fuel mixing means in a riser leading to a primaryzone of distribution, the gas distribution therein being balanced,having two primary branches extending therefrom in opposite directions,.said primary zones of distribution of both manifolds being arrangedside by side in substantially the same horizontal plane, and the saidprimary branches extending therefrom being substantially parallel toeach other in parallel vertical planes, lengthwise the engine.

5. The combination of claim 4, in which each primary branch has a shortsecondary branch leading to an intermediate cylinder in one block and along secondary branch leading to an outer cylinder of the other block,but which is nearest said intermediate cylinder of said first block,said latter long branches only laying one above the other on oppositesides of said primary zones straight line, said primary branches andzones arranged in two parallel vertical planes lengthwise the engine,fuel mixing means in said risers,

the distances in said risers from the fuel mixing means to the primaryzones of said manifolds being of the same length, said primary zonesbeing arranged in the same horizontal plane, said engine having itseight inlet valves arranged in two planes at right angles to each other,each of said primary branches of said manifolds being connected withnon-adjacent cylinders, said engine having a crankshaft with fourcrankpins arranged at 90, said crankshaft having crankpins i and 2 at90, so that crankpin 2 appears to the right of crankpin I from the frontend of the engine when crankpin I is in top dead center position,crankpins 3 and 4 being arranged at 90, so that crankpin 3 appears tothe left of crankpin 4 when crankpin i-is in top dead center position,said crankpins reading in clockwise direction from the front end of theengine I, Z, I, 3.

7. In a V-8 cylinder engine, having four inlet valves in one plane andfour inlet valves in another plane, substantially at 90 angles to eachother, a double and separate inlet manifold structure, each connectingwith four inlet valves plane, said two vertical planes being parallel toeach other, fuel mixing means in said risers substantially at the sameheight in said risers, each primary branch of each manifold having ashort secondary and a long secondary branch, said long secondarybranches arranged one above the other, and each secondary branch leadingto a separate intake hole in the cylinderblock, and to 5 a separateinlet valve of a single cylinder.

JEAN A. H. BARKEIJ.

